Automatic actuator for power-regulators.



(lo Model.) l I No. 694,370. Patont'ed l E, n. Glu.. AUTOMATIC ACTUATOR :FUR POWER REGULATOBS.

(Application lad Mar. 14, 1899.)

mar. 4, |902.

9 Sheets-Sheet l.

No. 694,370. PatentedMnar. 4, |902.

E. R. GILL.

AUTOMATIC ACTUATOB FOR PWER REGULATDRS.

Implication med Mar. 14, 1899.)

(No Model.) 9 Sheets-Sheet 2.

l l l Tu: Nianms vzrsns co.. Puoouma.. wAsHlNafoN. n. c.

No. 694,370. Paiented Mar. 4, |902.

. E. mGILL.

AUTOMATIC ACTUATOR FDH POWER BEGULATORS.

(Application led Mar. 14, 1899.)

9 Sheets-Sheet 3.

CRn Model.)

2W QW.

Patented Mar. 4, |902. E. R. GILL. Y UTUMATIG ACTUATOR FOR POWER BEGULATURS.

(Application led Mar.

s sheets-snm 4.

(lo Model.)

No. 694,370. y Patented Mar. 4,1902. E. R. GILL; AUTOMATIC A-CTUATOR FOR POWER REGULATUBS.

(No Model.)

(Application led Mar. 14, 1899.)

9 Shea ts-Sheet 5.

No. 694,370. Patented mar. 4, |902.

E. n. Glu.. AUTDMATIC ACTUATOR FOR POWER `REGLlLAi'ORS.

(Application led'Har. 14, 1899.)

9 Sheets-Sheet 6.

(No Model.)

if m qw. @um www m.

PETERS co PMoTmLmao.. wnsnmswn u c "Nm 694,370. Patented Mar. 4, |902.

i E. B. GILL.

AUTOMATIC ACTUATBR FOR POWER REGULATUR.

(Application led Mar. 14, 1899.)

(No Model.) 9`Sheets-Sheet-7.

. I 7,7/ fl:

nll

:ns co., PHoTaLITHo.. wnsmmrmn, n. c.

No. 694,370. 'Patented Mar. 4, |902.

E. n. Glu.. A AUTOMATIG AGTUATUBFUR PUWER BEGULATORS.

(Application me@ uur. 14, 1999.) (no Model.) I 9 sheesfsheet a,

gwuewtot 317915 SHOM/w16 *QC f Patented Mar. 4, |902 1E, R. GILL.

AUTOMATIC (upload.)

ACTUATUR FOR POWER REGULATDRS.

mppucacioimea un. 14, 1899.) l

9 sheets-sheet s.

il?? 7J.

THE NoRms s cm PHoToLlTNo.. wAsmNmTom D. cA

Be it known lthat I, EDWIN R. GILL, a citicontroller at the separating contact-points. zen of the United States, residing in the city, Another feature of my invention is to rencounty, and State of New York, haveinvented der the return to normal absolutely certain,

j a certain new and useful Improvement in Aueven on momentary failure of current, by re- 55 tomat-ic Actuators' for Power-Regulators, Aof moving all operative connection between the which the following is a specification. manipulatorin the motormans hand and the My invention relates to improvements in actuating mechanism during the return of the mechanism for the operation of poWer-regucontroller. Thus Iavoid danger of injury to Io laters of all kinds, whether for steam, hythe main controller bycareless release thereof 6o draulic, electric, or other engines, but is parand sudden catching before full return. ticularly useful in connection with electric Another feature of my invention is the procontrollers and lends itself with especial advision of a form of automatic actuating mechvantage'to cooperation with standard forms anism whereby any desired number of con- 15 of controllers now in the market. It is theretrollers may be operated from a single handle 65 fore to be understood that while in the folor manipulator consistently with use of a seplowing speciication and in the drawings acarate manipulator at each controller, if decompanying the same I have shown the applisired. This is especially useful for the concation of myinvention to electric controllers trol simultaneously of two or more electric 2o claims not otherwise limited are intended'to cars from the front platform, While permit- 7o apply to use of my invention with any form ting of breaking up and making of trains of power-regulate without slacking speed. I accomplish this One of the objects of my present invention with a minimum number of wires, and prefis to provide such a construction of controlerably provide such a construction that the z5 ler-actuator as will leave as little as possible full Voltage of the line maybe used for oper- 75 to the discretion, intelligence and attention ating the controller-actuator Without use of of the person in charge of the controller. I dead resistances, which consume energy. therefore prefer to so arrange my mechanism Another feature lof my invention, connectas to make it impossible to leave the controled with that last named, is the provision of 3o ler itself in positions involving insertion of a construction whereby the magnets neces- 8o dead resistance in circuit, while at the same sarily used for multiple Work are made absotime permitting use of lmy mechanism with lutely reliable by giving them a minimum of forms of controller which provide temporary mechanical resistance to overcome. Thisl I connections withsuch dead resistances to preaccomplish by making the returning-springA 35 vent undue arcing and other difiiculties. or equivalent store yup force available in af- 85 Another feature of myinvention is the profording mechanical aid to the magnets and vision of acontroller-actuator which shall inthen relying upon the magnets simply to sure return of the controller whenever there maintain the necessary mechanical positiony is failure of current in the operating-circuit thus secured, said magnets actingalways with 4o from any cause-as, for instance, through actheir armatures in such a position as to in- 9o cident or design at the` power-house or from sure maximum eliciency of the magnet. the jumping of the trolley from the wire. At While `my present invention is readily the same time I make the return to normal, adaptable to use in any desired situation and by which I mean the position corresponding in a great variety of modified forms, it pos- 45 to stoppage of theV main motor controlled, as sesses certain features contributing to permit 95 instantaneous as possible, While protecting of its usein a very compact form and in conthe structure of the main controller from innect'ion withl avery small auxiliary motor. jury due to shock. I also provide means Indeed, I have been able to carry this con- Wherebythe return to normal isaccomplished traction of dimensions so far as to produce a 5o withoutvibration or rebound, and thus avoid practical, efficient, and simple form of my inroo UNITED STATES A' PMENT OFFICE.

EDWIN R.- GILL, OF NEW YORK, N. Y., ASSIGNOR TO 'INVENTION DEVELOPING' COMPANY, A CORPORATION OENEW JERSEY.

AUTOMATIC AoTuAToRFoR .PowER-REGULAToRs.

SPECIFICATION forming part of Letters Patent o. 694,370, dated March 4, 1902. Appnmion fue@ March 14, 1899. serial 150,709,015. (No man:A

T0 ctZZwwN/t it may concern:

tendency to destructive arcs within the main vention adapted to fit on the end or top of the well known controllerboxes hitherto widely used on the platforms of electric cars. This takes the form of aself-contained apparatus, preferably inclosed, of less horizontal area than the end of the main-.controller boX, which can be put on and oif as readily as the crank-handle hitherto employed.

I believe myself to be the first to successfully produce a self-contained apparatus capable of use in this way, whether easily removable, as' aforesaid, or not, and have therefore claimed the same broadly, and have shown my invention in this form as being the one preferred. I have given this particular embodiment of my invention the name of an automatic controller-handle.

Certain advantages readily attainable by use of my invention are particularly serviceable in connection with the aforesaid selfcontained automatic handle. For instance, the preferred embodiment of my invention provides a virtual extension of the main-controller axle through the apparatus. The end of this virtual extension projects through the casing of the automatic handle and may be employed as an indicator showing the position of the controller and may be adapted to be operated directly by hand in case of accident to the automatic apparatus.

Another feature of my invention which contributes to convenient restriction of parts to small compass is the provision of a form of motor which can be made of very small size and yet can be placed in a high-voltage line and controlled by a simple make-and-break switch without appreciable sparking at the commutator and without the use of dead resistance to reduce the current in said motor.

Another advantage of my invention, fitting it to use as an automatic handle, as aforesaid, lies in the fact that the tension of the spring or other agent for returning to normal can be adj usted as to its force without disturbing the mechanism within the casing, and thus permits of use of one mechanism on any one of a number of main controllers of differing mechanical resistances.

In the following specification I shall first describe the mechanical construction of my preferred form of automatic controller-handle as embodying one form of my invention and shall then describe its mode of operation in connection with the necessary electric circuits as preferably employed in railroad practice. This preferred form ofone embodiment of my invention is illustrated in the accompanying drawings, wherein- Figure 1 is a horizontal sectional view of my preferred device on the line ct ot of Fig. 2 with the inclosing covers removed. Fig. 2 is a rear elevation of my preferred device with the inclosing covers removed and the drivingmotor being omitted for the sake of clearness. Fig. 3 is a central vertical section of the same on the line b b in Fig. l, certain parts at the left of Fig. 1 being omitted. Fig. i is a horizontal section of the same on the line c c of Fig. 2, illustrating the means for engaging the revoluble axis of the main controller or power-regulator. Fig. 5 is an end elevation of my preferred device with only the front and top cover left on. Fig. 6 is a front elcvation of what I term the relay retainingmagnet and a portion of its accessories. Fig. 7 is an elevation of the inner surface of the front cover of my device, showing the manipulator in connection therewith in two positions. Figs. and 8 are respectively a plan view of what is shown in Fig.4 7 and a sectional view of some details thereof. Fig. 9 is a plan View of a well-known form of handoperated controllers used on the platforms of electric cars. Fig. l0 is a perspective view of the same, showing my improvement as applied thereto. Fig. ll is an elevation of certain details of preferred circuit-controlling cams used by me, and. Fig. l2 is a diagram of circuits used where one manipulator governs two or more actuating devices, and Fig. 13 is a side view of a train of three cars provided with my controller.

In Figs. 9 and lO are shown the well-known main controller of an electric car, the same being provided with a front cover l, hinged in front and having the securing-fastenings 2. In practice the controller has been hitherto operated by means of an ordinary crankhandle 3, provided with a stop 4 on the controller top. The handle 5 is used to reverse the main car-motors and is usually provided with a guard 6, preventing removal of said handle save when the reversing-switch is in its middle position.

In Fig. 10 is shown my preferred form of automatic controller-handle substituted for the crank 3 and provided with the manipulator-handle 7, which, with its accessory parts, may or may not be affixed to each controlleractuator in use on a train of cars.

It will be observed that in the preferred form shown my automatic handle imitates the general design of the main-controller box, having a front cover 8, provided with fastening 9 of any desired pattern.

In Fig-s i and 4 is shown the preferred form of framework hitherto used by me, the same finding two points of abutment on the main-controller box for support-ing the reaction incident to operation of the main controller. One of these abutments is at the curve 10, which accommodates the hub of the reversing-handle 5 and where the lower framing abuts against the guard 6. The other abutment is at the socket il, which lits over the stop 4 on top of the main-controller box. Of course one of these abutments would be alone sufficient. The bottom and top frames 12 and 13 are preferably similar in general outline and each carries a cross-support 14 15. (See Fig. 2.)

As shown in Figs. 2 and 3, the transmission system, whereby movement is imparted at will to the central shaft of the main con- IOO IIO

it I prefer to placea cap 18, projecting through the top cover and carrying the pointer and stop-arm 19, which serves to indicate to the operator the position ofhis own 'controlli 1er as wellas that of all others in operative circuit with it. (See Fig. 10.) Asnshown in Fig. 2 in dotted lines, ahandle may be'apl pli'ed,`if desired, to the indicator-arm Vor other-` wi'se'onl the main driving-shaft 16, whereby in case of accident 'to' the actuator mechanism 4the said shaft maybe turned by hand.

Fastened'to 4the 'cap 18 or otherwiseattached to the shaft 16 is the spiral spring 20, the

opposite end of which is secured in any ap;v

propriate manner to the top'frame 13, so that von turning the shaftf16 'in the direction of the arrow in Fig. 4 said Aspring will be wound up and exert a constant tendency-in the op posit'e'direction, 'which left uno'pposed'holds the vpointer and stop-"arm against or near the (See Figs. 3 and 10.) It is obvious that the degree of force of 'the spring 2O can be regulated bythe number of wind-up turns givento the-shaft 16 before adjusting the stop 21in place, and thus any given auto-4 "matic handle may be adjusted to suit the niechani'cal resistance of any given controller o r power-regulator. f

In Figs. 1 and 3 is shown the tighteninglever 22, adjustably secured ito the shaft 16,-

" beneath the cross-'support' 15, by meansfof the setserew 23. Just below the tightening-lever 22 is a sleeve 24, which I term' the. brake-Vv sleeve,7 adapted to turn loosely upon the shaft 16. This' sleeve 'carries the brake-wheel 25 and the brake-gear 26, as shown inFigs. 2 and 3. Surrounding the brake-wheel 25 is the brake-strap 27, preferably of more or less resilient metal, terminating in two substantially'parallel extensions 28 29, coming close together, as shown iiiA Figs. "1 -and 5. This strap is preferably held in place fby means of angle-pieces 30, projecting above and below the'per'iphery of the `brake-wheel 25. Immediately beneath the brake-gear 26 is the driven gear 31, fast on rshaft, 16.A (See Fig. 3.) Be'- neath this 'gear in'turn is 4the driving-gear 32, turning loosely upon the shaft 16 and carrying with it, preferably'at' one hundred Aand eighty degrees from each other, the two wedg- "ing-gears 33, pivoted between the ring 34 and the bearings '35. Ofcourse more than two,

wedging.- gears may be used, if desired. Loos'ely sleeved on the shaft 16 and prefer-V abl'yar'ound the hubof the drivinggear 32 `"is the 'retarding-arm 36." (See Figs.,3 and 4.)

As shown in Fig. 4, theretardinglarin 36 coperates with a piston-rod and piston 39 4(4), which lattermove's lair-tightwithin'a pivoted dash-pot', 41,V pivoted as at'41, provi'dedzwith appropriate openings at 42 and closedat the opposite'en'd. A'VVhenfthe shaft 16 and cams 37 an'd 38v inove in the direction of the arrow in Fig. 4, friction carries kthe arm 36 andpiston 40 with said foams' untilfthe piston is at the outerend of itsfstroke. nOn the return, however,- when, as Ahereinafter,deseribedzhe shaft is turning backward :under the unimpeded tendency of the A'spring 20, the'abutment 43 on the top of cam 37 comes in contact with the retarding-arm '36, as see Fig.v 4, and the dash-pot acts to cushion thereturn of the main'controllerto normal. -I

vAs Vshown in Figs. 1 andv 5,a small in oto'r having afield-magnet 44 and armature 45iris fastened in one corner of my device,vt4l1e armature being providedwith means,f`as`the" shaft andworm 46 47, to turn the drivinggear 32. The arrow on the motor in Fig.`1

shows the direction of operative movementv of the motor with the Worm and gear 47 32. As' there shown, I prefer to place the commutator-brushes 48 upon a cross-piece'49'over extensions 'of the field-magnet pole-pieces44 and to let theni'be'ar upon abommutator 50 Within" said cross-piece. f

Thebroad'principle whereby my auxiliary motor 44y 45 is made to .driveV the shaft l16 and with it the main controller dependsupon vthe Yuse of two gears, 'one fixed tothe mechani 4isrnto be driven, the other provided withv means whereby its state of rest or motion mayA be controlled at will, together with vmeans causingrelative movementjof said gears. In the preferred embodiment of n iy invention this broad principle takes the form IIO illustrated. Here two crown-gears are shown Y at 26 and'3l andthey are provided with 'unequalnumbers of teeth,although having preferably equal'diameters. According to the relative speed'desired a difference ofone, two, or even of more teeth may exist between these two gears. It is obvious thatI `these gears arey not necessarily of equal diameters.

and that by suitably' forming the wedginggears 33 one of the gear-wheels 26 31 may be madelarger than the other. When thefmotor turns the worm 47, the driving-gear 32 causfeswedging-gears 33 to revolve around the gears 26 3l, and as said wedging-gearsy rmesh with both 26 and 31 it is evident that the necessityl of preserving thisr Vmechanical engagement VISO causes'relative movement betweenthe gears 26 and 31,'since, the teethpf gears 33`act to wedge themselves into the slightly unequal spaces between contiguous teeth in the two gears and to press them progressively into agreement of relative position. This relative movement necessitates an absolute movement of one of the two gears when the other is at:rest.- Consequently as long as the brakesleeve 2e is free it is this member that will move when the motor runs or when the spring 20 is active; but if the brake-sleeve is fixed the gear 3l must turn and with it the shaft 16 and main controller.

My preferred means for fixing the brakewheel 25, and with it the sleeve 2-t and gear 26, is shownin Figs. l, 2, and 5. The brakelever 51 is pivoted, as at 52, to the extension 29 of the brake-strap 27. The lever 5l carries a collar 53 at its rear end (see Fig. 2) and is turned back at its front end, so as to provide areturn upper section 54 substantially parallel to the lower section. Between the upper and lower sections of lever 5l is fixed a pin ,55, on which is pivoted atoggle-piece 56, the

other end of which is in turn pivoted to a bracket 57,fixed to the brake-strap extension 28. (See Fig. l.)

From the above description it will be evident that when the lever 5l is turned on its pivot 52 toward the left in Figs. l and 2 the toggle-piece 56 will act to press together the two biake-strap extensions 2S and 29. This squeezes the brake-wheel 25 and prevents its rotation, since the extension 29 is fixed at its outer extremity, as by means of the rod 5S. It is also possible to accomplish this braking action by means of a fixed magnet 59, supported on the bracket 60, fixed to the mainv frame, as shown in Fig. 5. The magnet 59 acts upon a pivoted armature 61, which carries `an adjustable abutment-screw 62, adapted to press upon the extension 28and thus put on the brake.

Another agency which can be made more or less efficient in fixing the brake-wheel 25 is shown in Fig. l. This is the tighteninglever 22, fixed to the main shaft I6, and hence pressed backward in a direction opposite tothe arrow in Fig. 4 by means of the returningspring 20. The brakeleverv 5l carries an abutment, preferably in the :form of a spring 63, which lies in the path of movement of the tightening-lever 22 when the machine is returned to normal by means of spring 20, as aforesaid. The pressure of the mainspring 2O is thus made available in putting ou the brake 27, since the lever 22, pressing on the spring 63, tends to turn the brake-lever 5l, so as to squeeze together the extensions 2S 29. I employ this latter device for putting on the brake, preferably, as an auxiliary to other devices and in order that the magnet or magnets used for putting on the final operati-ve pressure need not be made too strong and use too great an amount of current. It is quite within the spirit ot' my present invention, however,toemploytheabove-describedmeans in applying the full force necessary to bind the brake-wheel, relying upon the magnet 06 to hold the brake in place. The turning of the lever 5l by means of lever is also employed by me in closing a circuit, the use ot' which is explained hereafter. This circuit control takes place by means of the two contacts, preferably otI carbon, shown at 64 and 65, the former ot' which is a spring-contact pivoted on the bracket G0, while the latteris fixed to an insulating extension 66 of the upper section of lever 5l. In Fig. 1 the circuit is shown closed at these contacts by means of the lever 22 and spring 63. When the brake is put on firmly, this contact is maintained; but it will be seen that it' ati-"any time the brake-lever 5l is released while lever 22 and spring G3 are out of contact the spring action ot' the brake-strap opens the circuit at 6e 65 for a purpose hereinafter described.

The turning of lever 5l may be accomplished, it` desired, solely by means of the retaining relay-magnet 66; but, as before stated, I prefer to aid this action by means of lever and to rely upon magnet 66 mainly to hold the brake in position after it has once been set.

Figs. l, 2, and 6 fully illustrate the means whereby magnet 66 acts upon the lever 5l. Over said magnet is pivoted an armature held away from magnet, as by a spring 68. rlo said armature is pivoted a push-rod 69,' the opposite end of which is adapted to act upon the lever 5l to set and hold the brake-strap 27, as above described. For this purpose I prefer to support the operative end ot' the push-rod in the collar 53 and to place on the push-rod an abutment '70, preferably adjustable on said rod, as by the screw 7l. By moving the abutment on the rod 69 the degree of force exerted by the magnet 66 on the brake may be adjusted. It will be observed that the armature 67 and pushrod 69 together form a toggle-joint, whereby when the armature is depressed a very strong reaction against the rod may be resisted with a comparatively weak magnet 66. By aiding such a weak magnet to apply the brake by means of the lever 22, as above described, I am able to use a strong brake with small expense of current in the magnetcoils. The upward movement of the armature G7 may be limited in any well-known manner. In the form shown this is accomplished by the end of said armature impinging upon the rod 69, as at "2.

The office of the assisting-magnet 59 in aiding the setting of the brake `.vill be explained hereinafter.

At 73 74E (see Figs. l, 4, and G) are two contact-pieces,preferably of carbon, employed for closing what I have termed the relay-brake, for a purpose hereinafter described. This is accomplished by means of a magnet in any well-known way without departing from my invention; but I prefer to make the retainingmagnet 66 accomplish this function, as illustrated. The spring contact-piece 73 is pivoted, as shown, near the magnet 66, and the contact-piece 7e is carried on a resilient con- IIO 'and 6) are for making electric connection with the magnet-coils 66.

Y In Figs. 1, 3, 4, and 11 are shown the auto- "matic circuit-breakers and their operating devices, thev electrical relations of which to the rest of my device are fully explained hereinafter. Y

Attached to the upper frame 13 is'an-insulating-support, from which depend two spring- -arms 78'and 79. (Shown in elevation in Figs. 2 and 3 andindicated in section in Figs. 1 andE 4.) The spring-arm l78 carries at its extremity a contact-piece 80, preferably composed, as shown, of two carbon buttons, one on Veach sideof said arm. The arm 79 carries a contact-piece 8l, so placed as to be capable of -making contact with one of the buttons 80,

as shown.

Asbest shown in Figs. 1 and 4, the spring-- arms are limited in their movement by meansl of the insulating-piece 82, carried by a support-,as 83, and having two offsets 84 and 85. The spring 78 is so set as to constantly tend .to bear against the odset 85, and the spring 79 ftends to constantly bear against the offset 84.

Hence the tendency of these springs is to break the contact between 80 and 81. The automatic Acircuit-lever 86 is pivoted, as at 87, and carries at'its extremity an insulated. contact-piece 88,

. also preferably a button of carbon. The

spring 89 tends constantly to carry the but ton 88 away from buttons 8O and 8l.

The operation of the buttons 8l, `8O, and 88 by the automatic contact-lever 86 isgoverned by the double cam 37. 38. For obvious reasons it is desirable that on opening circuitv between contiguous buttons 81, 80, and 88 the break should be made rapidly. At the same time when contact is restored the buttons should be moved gradually in order to avoid mechanical shocks',\vhich would quickly The destroy the more or less brittle carbon. means which I preferably employ for this purpose is best illustrated in Figs. 3,4, and 11.

.The double cam 37 38 is formed in two layers presents an unbroken spiral edge approaching .the center from the point 90 through three hundred and sixty degrees of arc in a direction opposed to, the arrow in Fig. 4. This arrow indicates the direction of rotation of the shaft 1G during movement of my actuating mechanism corresponding to increase of main-motor speed. The edge of the cam layer 38 preferably presents two substantially circular arcs concentric with the shaft 16, one begin ning at 90 and extending to the abrupt shoulder 91 and the other, of less radius, extending from 91 to the second shoulder 92. The automatic contact-lever 86 carries two wipers 93 and 94. The wiper 93 is fixed and preferably forms a point of attachment for the actuating-spring 89. lt is adaptedto bear upon f the cam 37. The wiper 94 is pivoted to the leverSG, as at 95. (See Fig. 11.)V The spring 96 tends to hold 94 in the vertical position shown. This pivoted wiper stands lower than `93 and is adapted to bear operatively only against the lower cam 38.

'In" the position of my mechanism shown in Figs. 4 and 11 the two wipers 93 94 are-vertical and each bears upon its own cam layer. It is the essential principle of this preferred arrangement of cams that as they' revolve with the shaft 16 in the direction of the ar- Vrow in Fig. 4 the spiral edge of 37 falls away from the fixed wiper 93, while the circular `edge of cam 38 holds the lever 8,6' in the position shownby contact with the side ofy the wiper 94. The spring 89 is thus prevented from operation, and mutual contact is preserved between the buttons 8l, 80, and 88. It will th-u's be seen that during movement of the shaftlf in the directionof the arrow in Fig. 4 control of the lever 86 is accomplished solely by means of the wiper 9.4, since the wiper 93 is held away from cam 37. When in the course of the rotation described the shoulder 91 comes under theV wiper 94, the spring 89 is permitted to impart a sudden movement to the lever 86, so as to bring the wiper 94 down on the'second circular section of cam 38.

AThis movement causes the two buttons 80 and 81 to move forward under the induence of their supporting spring-arms 78 and 79; but since movement of the arm 79 is quickly arrested by contact with the offset 84 continued movement of the button 80 causes interruption of contact between 80 and 81 and a break of circuit, as hereinafter described. Continued rotation of the shaft' and cams brings the shoulder 92 under the Wiper 94 and causes the button 88 onpthe lever86 to be withdrawn from contact with the button 80', which latter is held from following by the insulatingotfset` 85. The depth of the shoulder 92 on cam v38 should preferably be such as tofpermit'the wiper 93 to bear'once more on cam 37. ThusY when the shaft 16 and cams 37 38 are rapidly returned by the `spring 20 the pivoted wiper 94 is tilted against the'ac-V tion of its spring 96,' and its top extremity makes contact with the under surfaceof the cam 38, leaving the wiper 93 to coperat-e with the smooth cam 37 in returning the'l'ever'4 86 to the position illustrated. Thus thebuttons 80, 81, and 88 are restored to closed circuit without any injurious shock. When'the po- IOO IIO

sition illustrated in Figmt is regained, the spring 96 restores the wiper 94 to vertical p0- sition, and it is then again ready to operate as before.

Thus far I have described the mechanical features of my preferred actuating mechanism for power-regulators. Before proceeding to describe its electrical relations I shall describe the mechanical construction of one form of manipulator appropriate to the control of my actuating mechanism.

As shown in Figs. 5 and 10, I prefer to employ a manipulating-lever 7 outside and in front of the casing ot' my controller-actuator, whereby the latter may be governed.

Figs. 7,78, and 8 illustrate a construction which I have found useful in practice for accomplishing the above-stated ends. In Fig. 7 two positions of this mechanism are shown as seen from the interior of the casing looking forward. Fig. 8 shows a top View of the same in one position. The handle 7 is pivoted, as at 97, and carries with it an arm 98 within the casingcover 8. A spindle 99 within the cover 8 supports two pivoted insulating-arms 100 and 101, each carrying a conducting-spring 102 103. These conducting-springs are respectively provided at their extremities with contact-pieces 104: 105, preferably of carbon. The spring 106 is attached to the insulating-arm 100 and to the cover 8 and tends to hold said arm back against the insulating-stop107. Eachinsulating-armhas pivoted to it an appropriate slotted link 108 109, and a pin 110 on the end of the arm 98 passes through the slots of these two links. The strong spring 111, preferably fastened to the pin 110 and the stop 107, acts to normally hold the handle 7 and arm 98 in the position shown in full lines in Figs. 7 and 8.

As shown in Fig. 8, the pi n 110 is threaded and carries a nut 112 on one side of the link 109, which cooperates with a washer 113 on the other side pressed by a spring 114, so as to create frictional engagement between said nut and said link 109. The pin 110 passes loosely through the slot in the link 108. It will thus be seen that the link 109 and its attached insulating-arm 101 always tends to move with the pin 110 in whichever direction impelled, While at the same time lost motion is permitted whenever movement of the arm 101 is prevented. Ou the other hand, the link 108 and attached arm 100 are not actuated at all until the arm 98 and pin 110 have been moved far enough to bring said pin into contact with the end of the slot in said link. An insulating-support 115 within the cover 8 carries a conducting-terminal 116, preferably of carbon. This terminal stands in the path of movement of contact-pieces 10i and 105 and preferably carries a mica sheet or other appropriate shield, as 117, (see Fig. 8,) which prevents arcs from crossing from 10i to 105.

It is clear from the above description that as the handle 7 is moved toward the dottedline position in Fig. 7 the frictional engagement with the link 109 will draw the contactpiece 105 against the terminal 11G, as shown in dotted lines in Fig. 7. Further movement of the handle 7 will simply serve to draw the arm 101 well vforward and apply the tension of the spring 103 in producing good contact at 116. I prefer to proportion my device so as to permit a considerable movement of t-he handle beyond the position making the contact described before operation of the second arm 100 commences. This will give the range of movement desirable on electric cars, where otherwise jolting might make contact uncertain. The handle 7 being pushed far enough to the left in Fig. 7, the pin 110 will cooperate with the loose link 108 to draw the arm 100 forward, and thus establish contact between 10t and 116. This should occur shortly before the handle 7 strikes the buffer-stop 118. Thus as the handle 7 is pushed forward the contact-pieces 105 and 104 are successively impelled. On releasing the handle 7, however, the spring 111 draws it back against the buffer-stop 119, and the two arms 100 and 101 return simultaneously to open-circuit position, the spring 106 actuating the one and the other being impelled by the frictional engagement with the pin 110. Thus circuit is broken at 116 with both terminals 104 and 105 at once. lVhile I prefer to place the manipulator thus described or its equivalent on the casing of the actuator mechanism, as above described, it is obvious that since its relation to said actuating mechanism is purely electrical it may be situated in any desired special relation thereto. It is also not essential to employ a separate manipulator for each actuating mechanism in a train, since the electric connection hereinafter described enables one manipulator to govern a number of actuating mechanisms. I have therefore shown in Fig.'12 one diagrammatic development of my manipulator in electric connection with the circuits of two similar controller-actuators. It will of course be understood that the electric connections shown in Fig. 12. for two actuating mechanisms may be extended to apply to any desired number without departing from my present invention.

It is Within the scope of my present invention to employ current from any desired source; but for railway-work I prefer to use the arrangement shown in Fig. 12,Wherein the current is taken directly from the line and wherein one pole of the supply-circuit for each controller-actuator is connected to the trolley 120, while the return-wire is connected to the terminal 116 of the manipulator or manipulaters.

The operative electric connections used in the embodiment of my invention herein described is as follows: From the trolley 120 a wire leads directly to the terminal 65, carried by lever 5l and impelled by the push-rod 69. This terminal 65, as shown in Fig. 2, is adapted to make contact with a spring-terminal 61, attached to the framework. This latter ter- IOO IIO

clear.

.oteach of the electromagnets 59 and 66fA It is obvious that the connections of terminals 64 and .65,1naybe interchanged without alter- The second terminal ot' the .electromagnet 59 is connectedfto one side of the driving-motor 45, and the second terminal ot' the magnet 66 is connected to the insulated spring-arm 75and button 74. The spring-arm `75 is also electrically connected to thespringarmV 10,3 and button 105 in the manipulator.

The pivoted spring-armsi102 and 103 are shown in Fig. 12as'pivoted on separate ,cenf .ters instead of on the common pin, 99.

This is in order to renderthe diagram et' circuits For the same reason theterminal 116 is distorted in shape toindicate normal equality of distance from the two buttons104 105.- i The button 73, adapted vto coeperate with 74,

is electrically connected to thecontact-but-ton 81. `(SeeFigs. 4 and`12.). The intermediate ubutton 80 of the automatic circuitbreaker is connected tothe spring-arm 102and button -104 of the manipulator. The thirdbut'ton S8 ,on lever 86 isconnected tothe free terminall of the driving-motor. Y l

. It is desirable to use my apparatus directly in circuit'Wi-th the line without interposition of dead resistances, which consume energy and waste it as heat. At the same time Where currents having arange ot'l'from four hundred to eight hundredivolts are used, as in many cases of electric-railway practice, most small kmotors are quite unsuitable-for operation of my apparatus, A l i I have found that by using a motor constructed pasY shown in Figs. 1 and 5, hav-inga compound Winding, ask shown at 1,21 122- in Fig. 12,and using ahigh-resistance armature myautomatic handle can beI operated on t-he wellknown-main controllers novv used in streetrailWaypractice under a voltage Varying evenv more than asabove stated Without makingthe motorlarger than as proportionately shown in said-Figs. land 5 and Without appreciableV sparking. at,y the com inutator Aor undue heatingxoffthe coils. LI have therefore shown a compound-Wound motor in my diagrams, theiseries Windingbeing at 121 and the shuntwindingat 122. It is to be understood,

however, that my invention is sufficiently ofV motor in this connection. y y It will be understood that the circuit con- .broad in scope to cover theluse ot` other forms `r'iec'tions shown in Fig.12 and above described are suchas are appropriate where it isdesired lto'enable the inotorman to'stop the main controllerQor power-regulator. in onlytwo positions; but modifications thereof securing stoppage at Will inlany reasonable number ofrpo- 4sitons desired will readily occur to those skilled inthe art and come Withinkthescope of my present invention. At the same time thespecilic form shown possesses certain decided advantages 4for use in electric-railway practice-: 1 I y Y v. Firstly, it requires, only tWotrain-wires,

V shown in Fig. 12 at 123.and124,) zwhich con- -res connectionof main motors andjthen .cut .them in and out again to produce simple multple-arc connection my two-point actuator enables the motorman to bring the controller either to s-imple multiple arc for full speed -Vor tov simple series connection for half-speed,

while making it impossible for him to .let the c'ontrollerrstand on any pointvwhich rincludes resistance inthe circuit. The advantage of this, in preventing continued Waste of energy in dead resistances is obvious.

AWhere slow speed is= desired, a process of driftingiis resorted toin practice. The. motorman simply starts the motors up until the speed desired is attained. and then shuts otf the current entirely, relying on inertia of the car. 'lhisis a process frequently resorted to with'the old crankfhandle and isaccomplished by my mechanism Without any danger to the main controller throughfmechanical shocks. f a

.My proposed mechanical and electrical construction having been thus described in its application to one embodiment otmy invention, I shall now proceed to describe the 0p- .eration-of said embodiment-.in practice, assuming its use upon the end of the Well-known controller-box for electric cars. Figs, 9v and 10.)

As shown in the drawiugsthe main motors =are supposed lto be at, rest, the indicator 19 being held back Vnear the' stop 21 by spring 20, as shown in Fig.A 10, and themanipulatorhandle 7 being held by its spring 111 against the stop 119, as also shown in Fig. 1 0. Suppos ing it is desired to run the main motors at the intermediate speed, preferablyin. simple series Without resistances in circuit, for this pur-' pose the handle 7 is brought to an intermediate position, such as Ythat shown indotted lines in Fig.` 7, thus bringing the carbon terminal or button 105 into contact with the common terminal 116. Referring to Fig. 12, it Will'now be seen that Vcircuit is established as follows: from trolleyi120' through buttons 65 and 64, through magnet-coils 66, and .thence to arm 103, button 105, terminal 116, andout to line.

.This current excites magnet 66,depressing armature 67 and bringing together buttons 73 and 74,7thus acting asa relay. Atthe same time, said armature 67, through the push-rod 69 exerts an pressure, by means of the abut- (Shown in IOO ment 70, upon the brake-lever. 51. WVhencont tact is made at'73 74 a'branch circuit is established as Afollows: from trolley, 120A through buttons 65 and 64 to magnet-c0ils5`9., thence to motor 45 vand through buttonsv 88, 80,'and

8 1 of the automatic circuitfbreaker, jOining the original circuitatj,k '74', yand. 75 to .go kto y line throughterminal 116. l The effect Qfthis second circuit is to energize magnet 50 and press its armature against one of the extensions, as 28, of the brake-strap. At the same time the motor 45 will start up. It will thus be seen that the brake 27 is applied firmly by the joint effort of the magnets 66 and 50, the tightening-lever 22 having already provided an assisting force for this purpose. It may be stated in this connection that the magnet 59 is not essential to my preferred device, although desirable, inasmuch as, being always in series with the motor 45, it tends to relieve it from too great rush of current on the start, while at the same time its resistance is not a dead one, since it assists the magnet 66 in putting on the brake, and thus lessens the amount of current constantly flowing therein while the main motors are active. The motor 45 having started up and the brake being firmly set, the transmitting-train willimpart movement to the shaft 16 in the direct-ion of the arrow in Fig. 4, and by means of the socket 17 this will be communicated to the main-con* troller and the car will start.

It will be seen that my device has the advantage of applying the current to the main motors at a speed of increase which is regnlated once for all and is beyond the control of the motorman. A completely green hand can therefore start a car with my automatic handle without danger of jerking or throwing of passengers. As the shaft 16 revolves the cam 37 38 turns with it and acts by friction to drag the retarding-arm 36 in the direction of the arrow in Fig. 4, finally bringing the piston 40 to the outer end of its stroke within the dash-pot 4l, when further motion willvbe prevented and idle friction will occur at the cam 37. Then this cam reaches such a position that the wiper 94 drops behind the shoulder 91, the spring 89 will pull lever 86 to the left in Fig. 4, and contact will be broken between buttons 81 and 80, as heretofore explained. Reference to Fig. 12 will show that this break interrupts the branch circuit through the motor 45, and the shaft will stop moving. Proper location of the shoulder 91 on cam 38 will therefore cause the main controller to stop at any point desired. If now it is desired to proceed to full speed, the motorman simply pushes handle 7 far enough to the right in Fig. 10 to bring the second button 104 against the common terminal 116. This restablishes circuit through the motor 45, the current now finding its way to theline directly through buttons 88, 80, and 104. The motor continues in motion until the second shoulder 92 permits spring 89 to break the circuit finally at 80 and 88. Ot course if full speed were determined upon in the first place the Inotorman need only push the handle 7 all the way over to the stop 118 at first and the controller would move to full speed without stopping on the way. It will be seen that as long as current is to be maintained through the main motors the original circuit through the magnet 66 is not interrupted. This is necessary in order that the retaining function of this magnet may be continually exerted through the toggle action of the push-rod 60 in maintaining the pressure of the brake-strap 27 on the brake-wheel. As long as this pressure exists the returning-spring 20 cannot act to move the shaft back to normal. lf, however, for any cause current fail evcn momentarily in magnet 66, the brake will spring open and the wedging-gears being freed the spring 2 will throw the shaft 16 to the position shown in the drawings, and with it the main controller will return to normal, excluding all current from the car-motors. This action will take place when the motorman allows his handle 7 to move backward under the infiuence of its spring, since this will cause a simultaneous opening of circuit at both buttons 104 and 105, as heretofore stated. Thus to stop the car the motorman has only to release his handle, and he is then free to use both hands for his main brake. So, too, if the trolley jump or a switch is opened in the power-house one or all the controllers at the line will at once return to normal, due to failure of current in the magnet 66. Thus when the current is again transmitted, if the main motors are moving slowly or are stopped, there is no danger of a sudden rush of current burning them out, since even if the handle 7 has been persistently held all the way over to 118 by the motorman the controller will simply start up from normal again on reestablishrnent of line-current. Any accident to the motorman,whereby he is incapacitated, is also provided for, since as soon as he releases the handle 7 the controller returns to normal. It will be seen from Fig. 4 that however strong the main spring 20,which returns the controller to normal, my device prevents injurious shocks both to the main controller and to the carbon buttons 81,80, and 88. The gradual and smooth return of the buttons by means of the cam 37 has already been described. Shock to the main controller is avoided by cushioning against air in the dashpot 41 through abutment 43 and arm 36. In order that the elasticity of the air may not cause any rebounding and produce injurious arcing within the main controller and also to assist in obviating shock on return to normal, the 'function of the tightening-lever 22 is important. Vhen the shaft turns backward, this lever, coming in contact with the spring 63, tips the lever 51 and partly applies the brake 27. Thus the dash-pot is aided in bringing the shaft to rest, and return or rebound due to the air cushion is prevented. Owing to this action of the lever 22, the indicator 19 will not generally rest against the stop provided for it, but will be held somewhere near said stop by the action of the strap-brake. As before observed, the quick return to normal takes place immediately on rupture of contact between the common terminal 116 and the button 104 or 105, or both. This rupture is accomplished by a relatively ICO IIO

. normal owing-to failure of current inimag- 51 to bring 64 and 65 together.

Ano, current can reach the motor 45 or either `brake-applying magnet until said tighteningslightrmovement of the handle'?. therefore becomes desirable that-when this re-v turn `to normal commences it should be com-` pleted and the cushioning effect be employed before the motor is again broughtv into playr to restore the controller to operative position.

It is to insure this complete action, and thusy prevent injuriousj mechanical shock due to: .catching the mechanism on its returnby restoring contact at the manipulator or other-y wise, that I -have provided the circuitbreaker 64 65, in series both with magnet 66l and magnet 59. The circuit is never brokeny at 64 65 save when the brake-strap is fully.

released and magnet 66 is denergized. This occurs during every return of my advice to net 66. It vwill th-us be seen that once the break is produced between 64 and-65 itfwill `not be restored until themainspring has brought the tightening-lever 21- against the leaf-spring 63, thus tipping the lbreak-lever Consequently to said details save as explicitly set forth by Y .the following claims. l f

1.` In a device for actuating a main powerregulator,automaticmeans for returning said regulator to normal, abrake for said actuating device,and means impelled by said returningmeans for applying said brake on return to normal. y Y

2. In a device for actuating a main powerregulator, a main operating-shaft, automatic means for returning-the same to normal, a brake adapted to be applied to said shaft and -a tightening-lever on said shaft adapted to apply said brake onv return to normal.

3. In a device for actuating a main powerregulator, a main operating-shaft, automatic means for returning the same to normal, a brake-wheel on the shaft, a strap-brake thereon, apivoted lever and toggle-piece for applyingsaidvbrake, and a tightening-lever moved by said main operating-shaft and adapted on return to normal to press said pivoted lever to apply said brake. e 4c. Ina device for actuating a main powerregulator, automatic means for returning said regulator to normal, a brake, a pivoted lever for applying said brake, a spring-abutment thereon, and a portion of the movable device adapted to come in contact with said abutment-*to store power therein for applying said brake. v v

5. Ina device for actuating a main powerregulator, automatic means for returning said regulator to normal, an air-cushion device for i .moderating said return, a brake for preventing rebound of said device on said air-cushion, and meansactuated bythe returning mechanism itself to apply said brake.

' 6. In a device for actuating a main'powerp i regulator, automatic means for returning said regulator to normal; a piston anddash-pot'for easinglsaidireturn, and means having frictional engagement with said Y.mechanismwhen operating toy move away from normal, said means acting to bring the piston into opera- .tive position relative. to said dash-pot. y

7. In a device ofthe class described, two

gears, one ybeing operatively,` connected with a main power-regulator, and a brake-wheel and brake operatively connected to the other gear; in combination with meansfor producing relative movement between said gears, and `means for applying or releasing said brake at will. "y

S. `In a device of the class described, a main operating-shaft, a gear fast theretofa second gear loosely sleeved thereon, and a ybrakewheel moving with said second gear.; in combination with means vfor producing: relative movement of said gears and a brake adapted to cooperate with said brake-wheel.

9. In a device of the class described, a main Aoperating-shaft, a gear' fast thereto, a second gear loosely sleeved thereon, and a brakewheelmoving with said second gear; in combination with means for producing relative movement of said gears, a brake adapted-to coperatewith said brake-wheel, a spring or rits equivalent for returning said shaft to normal, means actuated by return movement of said shaft to apply said brake, and electromagneticv means for Vretaining -said brake when thus applied.

lO. In a device of the class described,a main operating-shaft, a driven gear fast thereon,"a

.brake-gear loose thereon, said gears rhaving differing numbers of teeth, a vdriving -gear also loose on said shaft, Wedging-gears carried by saiddriving-gear and meshing-with said driven gear and vbrake-gear, means for actuating said driving-gear and means for fixing said brake-gear. f

ll. In a device of the class described, a main operating-shaft, power transmitting means centered thereon, electric means for driving said transmitting means, circuit breakers controlling said electric means and devices controlled by movement of said main driving-shaft to operate said circuit-breakers.

l2. In a device of the class described, a main operating-shaft, a spring wound around said shaft for returning the same to normal, a cam upon the shaft, an electric motor for driving said shaft, a circuit-breaker for controlling said motor and a lever bearing against said cam for governing said circuit-breaker.

13. Ina device of the class described, a main operating-shaft, a spring Wound around said shaft for returning the same to normal, a cam upon the shaft out with a number of steps, an electric motor for driving said shaft, a multi- ICO IIO

ILO

ple circuit-breaker for controlling said motor and a lever bearing against said cam and adapted to produce successive breaks at said multiple circuit-breaker, as each step in said cam is reached on movement of said main shaft.

14. As a means for automatically controlling electric circuits a swinging lever, two

cam-layers adapted to revolve together in` both directions, and two wipers on said lever, one adapted to bear upon one of said camlayers when it moves in one direction and the other adapted to bear on the other cam-layer when moving in the opposite direction.

15. As a means for automatically controlling electric circuits a swinging lever, two cam-layers adapted to revolve together in both directions, one layer presenting an unbroken spiral edge,and the other having shoulders on its edge, a fixed wiper on said lever adapted to bear operatively upon said spiral edge while moving in one direction and a pivoted wiper on said lever adapted to bear operatively against said shouldered edge when movingin one direction and to bend under the cams when said fixed wiper is operative.

16. In a device of the class described, adapted to be stopped in a number of positions, an electric driving means, a spring-arm and contact-button corresponding to each position of rest, of said driving means and in circuit therewith, a swinging lever and contact-button, means for actuating said lever to push all said buttons together against the resilient tendency of said spring-arms, and an abutment in the path of each spring-arm preventing the same from following retractile movement of said swinging lever so as to cause successive ruptures of circuit at the spring-arms.

17. In a circuit-breaking switch, a series of spring-arms havingaresilient tendency in one direction, terminals on said arms adapted to come in contact when pressed in the opposite direction to said tendency and an abutment in the path of each spring-arm, whereby as said buttons move under the inuence of said tendency they are one by one removed from Contact with each other.

1S. In a device of the class described, an upper and lower framing, a substantially central driving-shaft pivoted between said frames, a speed-reducing transmission system centered on said shaft for moving the same and an electric driving-motor for actuating said transmission system.

19. In a device ofthe class described, an u pper and lower framing, a substantially central driving-shaft pivoted between said frames, a speed-reducing transmission system centered on said shaft for moving the same, an electric motor for actuating said transmission system, two sets ofcircuit-breakersfor controlling said motor and means moving with said shaft for successively operating said circuit-breakers.

20. In a device of the class described, an upper and lower framing, a substantially central driving-shaft pivoted between said frames, a

lto return the latter to normal.

2l. In combination with a main electric-car controller complete in itself, a self-contained automatic means for actuating and controlling the same adapted to fit upon the top or end thereof.

22. In combination with a standard electric-car controller, a self-contained automatic means. for actuating the same containing an electric driving-motor and adapted to iit upon the top or end of said controller, and circuits for connecting the main line directly to said motor without dead resistances.

23. In combination with a main electric controller complete in itself, a self-contained automatic handle for actuating the same adapted to replace the ordinary crank-handle and to be taken off or put onto said controller at will.

24. In combination with a main electric controller, complete in itself, a self-contained automatic handle having a main driving-shaft forming a virtual prolongation of the main controller-axis and extending through the automatic handle, and an indicator on the top of said driving-shaft.

25. In a self-contained automatic handle, a main frame and main operating-shaft terminating beneath said frame in means adapted to connect with the main axis of a controllerbox and shaped above said frame so as to receive the socket on the ordinary crank-handle used for manual operation of said main axis.

26. In combination wit-l1 a main electric controller complete in itself, a self-contained removable automatic handle foractuating the same and adapted to fit on the top or end of said controller, said handle having a main driving-shaft provided with a socket fitting over the end` of the main controller-axis, and the framework of said handle having means coperating with the usual stop on said main controller, to hold said framework in a fixed position.

27. In combination with a main electric controller completein itself, a self-contained automatic electric means for actuating the same fitting on the top or end thereof, a manipulator-switch within the casing of said means and a manipulator-handle pivoted on said casing.

28. In combination with a main electric controller complete in itself, a self-contained automatic electric means for actuating the same tting on the top or end thereof, a manipulator-switch within the casing, a manipulator-handle pivoted on said casing and a spring or equivalent tending to force said handle always toward one extreme position.

29. In an automatic actuating device for power-regulators, a casing, a pivoted handle outside of said casing, an operating-lever turning therewith within said casing, a switch IOO IIO

handle and lever againstone of said stops.

30.' Incombination with a series of Vmain electricl controllers for electric cars, veach comtric means itting'on the top or end of each of 'said main controllers for actuating the same and a manipulator-switch connected electrically with said several actuating means whereby they 'may all single point; j Y,

'31. In a device of the class described, an

auxiliary electric motor, au energizing-circuitV therefor, power-transmitting mechauismand connecting'means forestablishing 'operative relation betweeusaid motor and transmittingv mechanism; in combination with means for automatically'closing a break. in said energizing-circuit during operation of said'connecting means and opening said' break when said connectingme'ans are idle.'

32. In auactuator for power-regulators, an auxiliary driving-motor, la power-transmitter for actuating the main power regulator,` means for operatively connecting the auxiliary motor to said power-transmitter, an electromagnet and a Second' means operated by said magnet for n'iaintaining said operative connection when made.

33. In an'actuator for power-regulators, an auxiliary electric". driving motor, a powertransmitter for actuating the main powerregulator, means for operatively connecting th'e auxiliary motor to said power-transmitter, a'n electromaguet for closing circuit through said motor, anda second means operated by said magnet for maintaining said operative connection when m'ade.

34. In an automatic actuator for power-regulators, a spring o r equivalent means tending to return the .mechanism to normal, an auxiliary motor for driving the actuator, means for 'starting 'said motor, means for operatively connecting the same with the powerregulator, and means for simultaneously stopping said motor and holding the mechanism against the power of said spring or equivalent., l

3'5. 'In an automatic actuator for power-regulators, an auxiliary electric driving-motor, a'power-transmitter for. actuating the main v power-regulator, means for, operatively 'connecting the auxiliary motor to said powertransmitter, an electromagnet in series with said'driving-motor, a second electromagnet for'closing said kseries circuit, and means whereby said magnetstend together to oper-'1' ate-said connecting means. l

36. In a device AVof the classy described, an auxiliary driving-motor, a power-transmitter Y for actuating a main power-regulator, a strapbra'ke for operatively connecting said motor and transmitter, a lever pivoted onsaid strapbrake, a toggle connecting said' lever and strap-brake'to tighten the latter, au ele'ctrobe controlled from ay -auxiliary electric drivingmotor, a powertransmitter for actuating a main power-regulator, a strap-brake for operatively connecting said motor and transmitter, a lever pivoted on said strap-braka'a toggle connecting said le'ver and strap-'brake to tighten the latter, an ele'ctromagnet operating as a relayto close the circuit of said motor, anar'mature therefor and 'a' push-bar connecting said armature' and said pivoted lever. v

38. In a device of the class described, an' auxiliary electric driving-motor, a power-- transmitter for actuating a main power-regulator, a strap-brakey for operatively connecting said motor and transmitter, ale'ver pivoted on said-strap-b'rakm'a toggle connecting said lever and strap-brake to tighten the lati ter, an electromaguet operating as a rela'y to close the circuit'of said motor,an armature therefor,a push-'bar connecting said'armature and said pivoted lever, and acircuit-bre'aker -operatedby said pivoted'le'ver to close' a circuit to the driving-motor when the brak'eis applied and to open it when the brake is released.`

39. In a device of the class described, an auxiliary electric driving-motor, a powertransmitter for actuating a main power-regulator, electrically-controlled means forinsurin g operativecon-nection between said motor and transmitter,means for returning 'the device to normal when said operative connection is interrupted, and a circuit making switch in circuit with said motor and. said connecting means adapted to open during said return to normal and to be closed'only on completion of said return to normal.

40. In a device 'of the class described, anV auxiliary electric driving-motor, means for producing operative connection betweensaid motor and a power-regulator anda magnet in series with said motor having an armature tending, on energizing of 'said magnet, toop erate said connecting means.' y

41. In an electric switch, a stationary convtact-terminal,two swinging arms b'earin g contact-pieces adapted to be brought in contact with said terminal, a slotted link pivotally at-`r t'achedto each swinging Varm andoJ piiroted; passing throingh` operating-lever having a pin the slots in both of said links. I

42. In an electric switch, a stationary con- IOO IZO

`tactterminal, two swinging arms bearingeach la leaf-spring carrying a movablecontact-te'r minal adapted to be brought in Contact with" said stationary terminal, a slotted' link'piv# otally attached to each swinging arm and 'a pivoted operating-lever havinga pin rpassiiiijg'f I O 43.' In an electric switch, a common statio'l'lf' 3 ary electric terminal, two movable terminals, automatic means ladapted to move in o'nedirection' to `cause successive contact'of saidf through the slots in both of saidlinkys' 

